Dump car



' W. H. MINER.

DUMP CAR.

APPLICATION FILED MAY 27. 192 1.

1 ,2,1?2 Patented Jan. 3, 1922., W 114 1 B jaw.

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WILLIAM HIMINER, 0F CHAZY, NEW YORK, ASSIGNOR TO ENTERPRISE RAILWAY EQUIPMENT COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS..

DUMP OAR.

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Specification of Letters Patent.

Patented Jamfi, 1922.

Application filed may 27, 1921. Serial No. 472,968.

To all whom it may concern:

Be it known that I, WILLIAM H. MINER, a citizen of the United States, residing at Chazy, in the county of Clinton and State of New York, have invented a certain new dump cars.

In the operation of certain types of dump cars, particularly cars employed by railroads for delivering ballasting materials on the roadbed, it is highly essential that the material be kept clear of the rails to thereby avoid blocking the wheels and interfering with the travel of the cars. It has been customary, heretofore, to employ so-called di verting boards located immediately above the rails on such types of cars to prevent the discharged material from lodging upon the rails. But, on account of the fact that such diverting boards must be maintained at a certain distance above the rail in order to avoid hitting any obstructions along the roadway, it has been impossible heretofore to make the diverting boards of suflicient effective breadth as to thoroughly insure all of the discharged material being delivered entirely free of the rail.

Theobject of my lnvention is to provide an arrangement which will positively insure all of the material being dischargedfrom a dump car, particularly a dump car of the ballast type,entirel-y clear of the rails, said means being so arranged that they will not engage with" any ordinary obstruction along the roadway and will leave ample clearance between such means and'the rail and roadbed when the car is not discharging its load.

More specifically, the object of my inven tion is to provided in a ballast car, diverting boards located immediately above the rails which are automatically maintained in an elevated position when the car is not discharging any load, but which, as soon as the material begins discharging, are automatically lowered into operative position to thereby provide a much wider effective spread to throw the material clear of the rails.

Other objects of the invention more clearly appear from the description and claims hereinafter following.

In the drawing forming a part of this specification, Figure 1- is .a vertical transverse sectional view of a dump car of the ballast type, showing my improvements in connection therewith. The section corresponds substantially to the section line 1-1 of Fig. 2. In Fig. 1, only slightly more than a half'of the width of the car is illustrated, it being understood that the construction is preferably duplicated on each side of the center sill. Fig. 2 is a horizontal sectional view corresponding substantially to the line 2-2 of Fig. 1, and showing the .construction for the full length of a hopper. And Fig. 3 is a' detail sectional view corresponding substantiall to the line 3--3 of Fig. 2..

In said rawing, 10 denotes an I-beam center sill of a dump car, 11 a pressed needlebeam, 112 the side wall of the car and113 a longitudinally extending side sill or brace.

In the ballast type of dump car, it is generally customary to have a series of longitudinally extending hoppers, one series on each side of the center sill with the opening of each hopper closed by a pair of oppositely swinglng doors having their meeting edges located approximately over the rail. In the drawing I have only deemed it necessary to illustrate one such hopper, the ends of which are defined by .said needle beams and end hopper sheets 12 of generally triangular formation, an outer downwardly. and inwardly sloping bottom'sheet 13 and aninner outwardly and 1 downwardly sloping bottom sheet 14. Said bottom sheets 13 and 14 are suitably braced on their under sides by longitudinally extending angle-irons 15 and 16. For each hopper there are provided two hopper doors indicated at 17 and 18, the same being pivotallyconnected along their upper edges to the hopper bottom sheets 13 and 14:,

respectively, as indicated at 19 and 20. The lower free edges .of said doors are" flanged, as indicated at 21-21,, and said edges meet substantially directly above the rail .indicated at 22. On the under sides the hopper doors arebraced by longitudinally extending Z-bars 23-23, said Z-bars extending from the hopper door of one hopper section to the next, so that the various sets ofhopper doors operated from an outer longitudinally extending shaft 28 mounted in suitable bearing brackets secured to the needle beams. Similar linkages are employed between the shaft 28 and the doors 18, as above described, in connection with the operating mechanism for the doors 17.

Extending lengthwise of the car, and preferably continuously from one end of the hopper section of the car to the other end thereof, is a diverting member indicated at A. In the instance shown, said diverting member A is preferably in the form of an angle-iron with the flanges thereof inclined downwardly and oppositely so as to bring the angle of intersection of said flanges uppermost to thereby provide a proper shedding surface for the material as it is dis charged from the car. Said diverting member A may be held in position by any suitable means, as, for instance, a plurality of longitudinally spaced brackets 29-29 secured to the proper hopper end sheets 12.

In order to obtain as great capacity as possible for the car, it is obvious that the depth a of the hoppers must be made as great as consistent with the proper swinging and clearance of the doors during their opening movements. The position of the diverting member A is determined by the location of the meeting edges of the hopper doors and the vertical depth of said divertin member A is limited on account of providing necessary clearance between it and the rail and roadbed. On account of these limitations the diverting member A is necessarily restricted in its effective width and it. has been found that unless ,augumented by other means, it does not positively deflect the material clear of the-rail.

desired result and at the same time leave the necessary clearance above the rail and roadbed, I employ auxiliary diverting members, as indicated at B and C. Said diverting members B and C are of like construction but oppositely arranged. Each comprises a longitudinally extending metal plate or board 30 to the underside of which are :ecured, at proper intervals, hinge lugs 3131. The latter are pivotally connected to other fixed hinge lugs 32-32 riveted or otherwise rigidly secured to the correspond- To accomplish the ing flange of the divert-ing member A. Vvith-this arrangement, it is evident that the auxiliary diverting members B and C are adapted to swing about longitudinally extending horizontal axes.

At suitable intervals along the members B and C, the latter are provided with inwardly extending castings 33-33 of hollow box-like form, in each of which is adapted to be poured a quantity of lead or other suitable heavy metal to thereby provide a simple, cheap and effective counter-weight for the members B and C.

With the construction described, the members B and C are normally held in their elevated position as shown by the full lines representing the same in Figures 1 and 3, this condition resulting from the counterweight boxes 33. In this position of the members B and C, ample clearance is left between them and the rails and roadbed. When, however, the load is discharged from the car, the weight of the material upon striking the members B and C, and while it continues to pass thereover, will automatically deflect said members B and C downwardly to the dotted line positions thereof, as indicated at B and-C. In the latter positions, the members B and C constitute, ineifect, continuations of the diverting member A, and the effective width or spread of the diverting arrangement thus formed is amply suflicient to insure all of the material being deflected entirely clear of the rail. As soon as the load ceases to flow, the members B and C automatically return to their uppermost position, as shown.

It Will be noted that the expense of the auxiliary members B and C is comparatively small and that the same may be applied to cars now in service having a rigid diverting member such as shown at A. Furthermore, the counterweights are thoroughly protected beneath the fixed diverting member A, and, hence, will not become broken off during the discharge of the carload.

I have herein shown and described what I now consider the preferred manner of carrying out the invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a dump car, the combination with a car body having a hopper and means for closing the discharge opening thereof; of a rigid diverting partition extending lengtlr Wise of the hopper beneath the discharge opening thereof; auxiliary movable diverting partitions, cooperable with said rigid partition, said movable partitions being arranged to move to a position constituting continuations of said rigid diverting partition; and means for automatically restoring said auxiliary partitions to an inoperative position when no lading is being discharged from the hopper.

2. In a dump car of the character described, the combination with a car body having a longitudinally extending hopper adapted to discharge material at points substantially above a rail; of rigid diverting partitions extending lengthwise beneath the hopper and above the rail; auxiliary movable diverting partitions, cooperable with said rigid partitions, said movable partitions being arranged to move to a position constituting continuat-ions of said rigid diverting partitions; and means for automatically restoring said auxiliary partitions to an inoperative position higher above the rail than when in use constituting cont-inuations of the rigid partitions.

3. In a dump car of the character described, the combination with a car body having a longitudinally extending hopper adapted todischarge material at points substantially above a rail; of rigid diverting partitions extending lengthwise beneath the hopper and above the rail; auxiliary diverting partitions pivotally attached to said rigid partitions and adapted to be automatically swung about their pivotal connections to positions constituting continuations of the rigid partitions during discharge of material from the hopper; and means for automatically returning said pivoted diverting partitions to their normal position When material is not being discharged -from the hopper.

4. In a dump car of the character described, the combination with a car body having a longitudinally extending hopper including a pair of pivoted oppositely swinging hopper doors having their free edges normally meeting along a line disposed substantially over a rail and adapted to close the hopper discharge opening; of a rigidly mounted, longitudinally extending downwardly diverging diverting partition located beneath said meeting edges of the doors; and auxiliary movable diverting partitions carried by the said rigid partitions, said auxiliary partitions being arranged to move to a position constituting continuations of said rigid diverting partitions to thereby increase the eiiective spread of the diverting partitions over the rail during discharge of material from the hopper.

5. In a dump car of the character described, the combination with a car body having a longitudinally extending hopper; of an inverted angle iron diverting partition extending lengthwise of the hopper beneath the same and below the line of discharge of material from said hopper; and an auxiliary diverting board movably attached to each flange of said angle iron.

6. In a dump car of the character described, the combination with a. car body having a longitudinally extending hopper including a pair of oppositely swinging hopper doors having their free edges meeting along a line substantially above a rail; of a longitudinally extending rigid diverting partition of angular cross-section disposed beneath said meeting line of the free edges of'the doors; an auxiliary diverting board pivotally connected to the lower edge of each flange of said angular diverting partition and means for automatically swinging the operative portions of said auxiliary boards to an uppermost position about the pivotal connection when material is not being discharged from the hopper, said auxiliary boards being automatically deflected into planes constituting continuations of the flanges of said rigid diverting partition by material being discharged from the hopper.

In witness that I claim the foregoing I have hereunto subscribed my name this 30th day of April, 1921. I

WILLIAM H. MINER. Vitnesses:

Mara SCHMIDT, ANN BAKER. 

